Data Obtained In The Flight Measurements To Determine The Stability And Control Characteristics Of A C-54D Airplane (AAF No. 42-72713) And A Summary Of The Test Program

SKB&eOStS inactive RM No. VjU.Je!

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29 DEC 1947

RESEARCH MEMORANDUM

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DATA OBTAINED IN THE PLIGHT MEASUREMENTS TO DETERMINE
THE STABILITY AND CONTROL CHARACTERISTICS OF
A C-^lfD AIRPLANE (AAF NO. ^2-72713) AND A
SUMMARY OF THE TEST PROGRAM
By

Donald B. Talrnage atid John P. Reeder
Langley Memorial Aeronautical Laboratory

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NATIONAL ADVISORY COMMITTEE
FOR AERONAUTICS

WASHINGTON

UNCLASSIFIED
N A C A LIBRARY

LANGLEY MEMORIAL AERONAUTICAL
LABORATORY
Ungley FieW, Va.

NACA EM No. L7L17a

NATIONAL ADVISORY COMMITTEE FOB

RESEARCH MEMORANDUM

DATA OBTAINED IN THE FLIGHT MEASUREMENTS TO DETERMINE
THE STABILITY AND CONTROL CHARACTERISTICS OF
A C-5to AIRPLANE (AAF NO. U2-72713) AND A
SUMMARY OF THE TEST PROGRAM
By Donald B. Talmage and John P. Reader

The flight investigation of the C— 5UD airplane was initiated to
determine the necessity of changes or additions to existing handling-
qualities requirements to cover- the case of instrument approaches with
large airplanes. This paper gives a "brief synopsis of the results and
presents the measured data of tests to determine the stability and con-
trol characteristics. It was found that no new requirements were
necessary to cover the problems of instrument approaches. The C— 5UD air-
plane tested met the Army and Navy stability and control requirements
except for the following items. The control-system friction with auto-
pilot installed was double that allowed by the requirements. The amount
of friction was found to impair the controllability of the airplane in
precision flying. The lateral and directional characteristics were
good except that the maximum pb/2V was slightly below the minimum
required, and the aileron-control forces to obtain the mn-sr-lTmim pb/2V
at low speeds were above the Army and Navy requirements. The longitudinal
stability and control characteristics were good except that the elevator-
control forces exceeded the limits of the Army and Navy requirements in
turns and in landings. The stalling characteristics were considered good
in all conditions with the stall warning in the form of tail buffeting
occurring at speeds approximately 5 miles per hour above the stall.

Because of the reduced maneuverability of large airplanes, the
problem of landing the airplane and of making blind approaches bee eyres
more difficult with increasing airplane size. A test program was
initiated using a C-5hD airplane (AAF No. U2— 72713} to determine the
problems involved with this typical large airplane and to determine

SUMMARY

INTRODUCTION .

UNCLASSIFIED

2

NACA EM No. L7L17&

whether or not additional handling— qualities requirements vould he
necessary" to provide for the conditions of precision flying such as
necessary in landings, blind approaches, and general - instrument flying.

As a preliminary step in this test program the flying qualities of
the test airplane vere recorded under normal flight conditions. These
recorded data are presented herein. Comparable data on the normal flight
conditions obtained by the Army for a C-^hG airplane, which became
available shortly after the NAGA measurements were made, are contained
in reference 1.

Time histories of control operation recorded during blind approaches
have been reported in reference 2. Papers are being prepared covering
the lateral and directional stability and control characteristics, the
longitudinal stability and control characteristics, the stalling charac-
teristics, and the effect of friction in the control system on the control
characteristics in precision flying. The purpose of the present paper
is to make the recorded data describing the handling qualities of the
test airplane available while further analysis of these data is in
progress . ...

All quantities were measured by NACA photorecording instruments.
The airspeed was measured on an NACA free— swivel ing static head and
shielded total head mounted on a boom 1— chord length ahead of the left
wing tip. The airspeed system was calibrated by a trailing airspeed
head. The accelerations were measured by a sensitive norma" 1 - accelerometer
and by a three-component accelerometer. The control surface, tab, and-
pilot "control— position recorders and the control forces were measured by
electrical strain— gage— type control— force recorders. The angular veloc-
ities were measured by turnmeters, and the sideslip angle, by a vane
mounted on a boom 1— chord length ahead of the right wing tip. The angle
of bank was measured by an air— damped inclinometer or by a camera
mounted rigidly in the nose. Figures 1 through 3 show a photograph of
the airplane, the control, linkage, and the rudder— spring— tab

characteristics. - : " T

The tests to determine the characteristics in blind landings are
reported in reference 2. The tests to determine the effects of friction
consisted of measurements of control application and airplane response
while bracketing a beam and making landings. These tests were made with
two amounts of friction in the control system; one double that specified
by the Army and the Navy in references 3 and respectively, and one
about one-half the amount specified.

INSTETMENTATIOIf AND TESTS

NACA EM No. L7L17a

3

The tests to determine the lateral and fl| directional stability
and control characteristics followed the requirements as put forth in
references 3 and h except that several conditions were covered more
fully. The approach condition was changed to coincide with the condi-
tion used "by most commercial airplanes, and the vave-off condition,
normal rated power with flaps and gear full down, was included. Special-
tests were conducted to evaluate the pitch due to yawing velocity and
sideslip since it was thought that during instrument approaches, partic-
ularly at low altitude where the greatest precision is necessary in
flying the radio signals, the pilot might turn the airplane "by making
skid turns rather than "by ndrinal hanked turns. Other special tests
included a more extensive investigation of the asymmetric power condi-
tion and an investigation of the asymmetric load condition.

The tests to determine the longitudinal stability and control
characteristics also followed the requirements of references 3 and it-
except for the approach condition which was modified as previously noted
and except that a wave— off condition was included.

The stalling characteristics were studied by making stall approaches
and stalls from straight and level flight in different conditions.

RESULTS AND DISCUSSION

The measurements of friction shoved that the control— system friction
with autopilot servos installed was about double the maximum allowed by
the Army and Navy handling— qualities requirements. This amount of fric-
tion impaired the controllability of the airplane in precision flying.

The lateral and directional dynamic characteristics are shown in
figures h and 5- Th© directional and sideslip characteristics are shown
in figures 6 to 13.

The conditions of asymmetric power were investigated more fully
than the regular handling— qualities requirements specify. Dynamic tests
were conducted in the take— off and approach conditions to determine the
rime interval for the airplane to reach a dangerous attitude when no
corrective control was .applied after an engine failure . It was found .
i-hat the rate of deviation from level flight was low enough to allow the
pilot to analyze the. situation and apply the proper corrective control.
The data for the asymmetric power conditions are presented in figures 2.h
to 13.

The rolling effectiveness data are presented in figures 19 and 20
and show that the maximum pb/2V attainable is less than the required
amount and that the aileron control forces for maximum pb/2V exceeded
the 80-pound limit even at low speeds.

k

NACA EM No. L7L17a

Tests were made -with asymmetric load to determine the feasibility
of taking off vith one outboard tank empty. The only disadvantage found
was the restricted aileron travel in one direction due to the amount of
aileron necessary to balance the asymmetric load. It vas thought that
the aileron travel might be limited to such an extent as to make balancing
at large angles of sideslip impossible. This was not the case at speeds
above 120 miles per hour as shown by the sideslip characteristics with
asymmetric load presented in figure 21.

Concern was expressed by the Air Transport Association Subcommittee
on Handling Qualities about the tendency to pitch down in flat skid
turns. The sideslip characteristics tests (figs. 9 to 13) showed that
the pitch due to sideslip was small compared to other airplanes for which
the characteristics have been measured and was easily controllable. A
special series of tests, however, was instigated to measure the pitch due
to yawing. The data from these tests are presented in figure 22 and
indicate that any pitch due to yawing was not noticeable until fairly high
rates of yawing (corresponding to an abrupt 10° heading change) were used,
.and then nose— down pitch was encountered only in right turns . This would
indicate that this pitch due to yawing was due to the gyroscopic action
of the propellers.

The dynamic longitudinal characteristics are shown in figure 23.
The static longitudinal stability characteristics in five different condi-
tions of flight and at three different center— of— gravity positions for
each condition are shown in figures 2k to 28. The maneuvering longitudinal
characteristics are presented in figures 29 to 32 and show that the
force g greatly exceeded the limits of the handling-qualities require-
ments. The characteristics of the elevator tab are shown in figures 33
and 3^- Time histories of two landings and a take—off are presented in
figures 35 to 37 and- show that the elevator forces on landing exceed the
limits.

The stalling characteristics were considered good in all conditions.
Buffet warning generally preceded the stall by about 5 miles per hour
with heavy buffeting at the stall and mild nose— down pitching. The stall
in the clean, power— off condition was accompanied by rapid settling, and
only in the landing condition was there a very mild roll following the

NACA EM No. L7L17a

5

stall. Heavy buffeting in all cases continued during recovery until
a 5"to 10-mile-per-liour increase over initial stalling speed.

Langley Memorial Aeronautical Laboratory

National Advisory Committee for Aeronautics
Langley Field, Va.

Approved: I "

Melvin N. Gough ^
Chief of Flight Research Division

^Donald ^Tn "i vl&f}

Aeronautical Engineer

fioim P. Reeder
Engineer - Test Pilot

JVC

REFERENCES

1. Edholm, Robert M., Cokeley, Edmond P., Hall, Clarence, Jr . , and
Payne, Louis A.: Stability and Control Flight Testa on the
C-51-G Airplane, AAF No. i4.5-l4.77. MR No. T3FTE-2025, Air Materiel
Command, Army Air Forces, Nov. 1, 19^ .

v / / 2. Talmage, Donald B.: A Time History of Control Operation of a

C-5lt Airplane in Blind Landing Approaches. NACA RM No. L7F20, laVr^-*'-^

3. Anon: Stability and Control Characteristics. AAF Specification
No; R-l8l5-^A, April 7, 19^5-

h. Anon: Specification for Stability and Control Characteristics of
Airplanes. SR-119A, Bur. Aero., April 7 V 19^5-

■• ••»» • ••

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NACA RM No. L7Ll7a

Figure 3.- Characteristics of the rudder spring tab with no load on the tab.
3-5M) airplane. Rudder fixed at neutral.

NACA RM No. L7L17a

• •••

NACA RM No. L7L17a

v

• • •

(b) 202 ailte per hour,
figure Concluded.

•

• * <

• •• •

• • •
• •••

• ••*

* •

• •• •

NACA RM No. L7L17a"

(a) 151 mile* per boor.

Figure 5.- Time history of an aileron deflection, and releaae. Airplane
condition, oleic; power for level flight. 0-5AD airplane.

NACA RM No. L7L17a

L T.i A t..t [...I.. i

Figure 6.- Variation of the saxtaoffi change in sideslip angle with change
in aileron angle in rudder locked rolls out of 45° banked turns.
C-5UD airplane.

NACA RM No. L7L17a

(1) Rudder locked.

(2) Rudder deflected. (3) Rudder deflected farther,
(a) Holla out of left turna.

Figure 7.- Tlice histories of rolls out of <t5° banted turns. Clean condition-
power for lerel flight; 0-5AD airplane. '

NACA RM No. . L7L17a

• • •

• • •
• •• »

. ••••

•

• • •

.Li

(1) Rudder looked.

Coordinated rudder.' ' ( 3 )' (Lxemtrollrt~r*de"r

(a) Rolla out of left turni.

rigure 8.- Tine hlrtoriea of roli out of H5 banked tuni. nam down- near
downj power for lerol flight . 0-5iD airplane. ' S

; : : NACA RM No. L7L17a

• • •

i

(1) Rudder locfctd. (2) Oooxdinated rudder. (3) OTercoatrolled rudder.

(b) Roll! out of right turns,
figure 8.- Concluded.

NACA RM No. L7L17a

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(*.) 120 Biles per hour.

Figure 9.- Sideslip etiraoterlstloi. <J-5*-D airplane; olean
condition; noxnal rated power.

NACA RM No. L7L17a

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(o) 200 Biles per hour.
Figure 9-- Continued.

NACA RM No. L7L17a

• •••

NACA RM No. L7Ll7a

• •••

(b) 150 Biles per hour.
Figure 10.- Continued.

•

NACA RM No. L7L17a

NACA RM No. L7Ll7a

• • •

(d) 225 "Ilei per hour.
Figure 10,- Concluded .

NACA RM No. L7L17a

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NACA RM No. L7Ll7a

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NACA RM No. L7Ll7a

Correct It e control applied,
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tri* litli tiia tata; 0-54D •.irplane. Clean condition; power; So. 1 eneine '
idling; Ho. 2, 3, and l normal rated power.

NACA RM No. L7L17a

rigure 18.- Tlae history of airplane notions after losa of power on wo. l engine
In tte cruise condition. 0-5iD airplane; clean power for level flight bef Ire
■o. 1 engine cut to Idling at atari of record; corrective control iterted at
10.5 seconds.

rigiare 19.- Variation of aileron wheel force and aileron effect It enes.
parameter with cbange In total aileron angle at Tarlous speeds.
C-5*D airplane.

• #••

NACA RM No. L7L17a

• • »

• • •

(b) Flaps and gear down) power for lerel flight.
Figure 19.- Concluded.

NACA RM No. L7L17a

* •

• •••

••• •
• •

•

» • •

Figure 20.- Variation of uMimut pb/ZV arailable without exceeding 80 pounds
of wheel force with indicated airspeed. C-5UD airplane.

• •• •

• • •

• • •
« •
• • a •

NACA RM No. L7L17a

(b) Flaps and gear full down;
power for l«rrel flight.

Figure 20.- Concluded.

• • •
• • •

• • «

• • a
*•••

NACA RM No. L7L17a

• •••
«•• •

(a) ISO miles per hour.

Figure 21.- 81deal lp abaraotexlatlca with aaeraetrlo load. o-5*U airplane;
clean condition; nomal rated power; right wing tip gas tan* eaptjr.

NACA RM No. L7L17a

(c) 200 Bilei per hour.
Figure 21.- Continued.

NACA RM No. L7L17a

(d) 225 per hour.

Figure 21.- Concluded.

NACA RM No. L7L17a

(a) dean oondltion; power for lerel flight; no attempt made to o octroi altitude;

right turn; 150 Biles per hour.

Figure 22.- Time histories of 10° heading changes holding the wings lerel. C-5*D airplane.

NACA RM No. L7L17a

figure 22.- Continued.

Figure 22 Continued.

s ""*-2 NACA RM No. L7L17a

•«

••••
••• •

• • •

• • •

CfJ Approach condition; flaps £0°; getr down; power for lerel flight;
altitude controlled; rigfct fjm; 1*0 wiles per hour.

figure 22 Continued.

NACA RM No. L7L17a

Ce) Approach condition; flapi 20 ; gear down; power for lerel flight;
no attest to control altitude; left turn'lkO Biles per hour.

Figure 22.- Continued.

NACA RM No. L7L17a

(h) Approaoh condition; flaps 20°; goar down; power for lerel nignt;
altitude controlled; left turn; l^O miles per hour.

Figure 22 Continued.

NACA RM No. L7L17a

(i) Final approach condition; flaps full down; gear down; power for lerel
flight; no atteispt to control altitude; right turn; ISO Biles per hour.

Figure 22.- Continued.

NACA RM No. L7L17a

(}) rinal approach condition; flaps full down; gear down; power for leTel
flight; altitude controlled; right turn; 120 ailes per hour.

Figure 22.- Concluded.

NACA RM No. L7L17a

■ « •
• • •
••••

(a) Center of graritr at 17.9 percent M.i.O.

Figure 2*-.- Static longitudinal etabllity characteristics, in the clean,
normal rated power condition. C-5*D airplane.

NACA RM No. L7L17a

*" '. NACA RM No. L7L17a

• • •

• • •

Figure 25.- Static longitudinal stability characteristic*, In the clean,
power off oondition. C-5A-D airplane.

ti.T 11 M \ I M i 1 i. M M 1 } I U V M 4 M N ! MM

NACA RM No. L7L17a

L— I 1 I I 1 I 1 I 1 f I I L

Center of gravity at 23.6 peioent K.i.O.
Figure 25.- Continued.

NACA RM No. L7L17a

NACA RM No. L7L17a

(a) Center of gravity at 19.9 percent M.i.O.

rigure 2b.- Statlo longitudinal stability characteristics in the waTe-off

condition; flaps full down; gear down; noraal rated power. 0-5*-D »irplene.

NACA RM No. L7L17a

Center of giaTity at £5.8 percent K.1.0.
Figure 2b.- Continued.

L.XJL

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■■-4-

E

NACA RM No. L7L17a

NACA RM No. L7L17a

Oenter of graTity at 19.8 percent K.l.C.

Figure 27»- Static longitudinal stability characteristics in the landing'
condltlonj flap* full downj gear down; engines idling. C-5AD airplace.

TTT { M I t ! t M t i I I 1 1 H N i f t 1 M ! t M I T T i i m

NACA RM No. L7L17a

NACA RM No. L7L17a

Ce) Center of grarlty at 31.9 percent ir.1.0.
figure 27.- Concluded.

NACA RM No. L7L17a

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Static longitudinal stability
T\ »r>a 20°* sr^MT down* nover

Efaaracteriatios in the
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NACA RM No. L7L17a

» • •

• • •

••••
••••

• • •

•• •
• ■ •

NACA RM No. L7L17a

•

(a) Center of gravity at 16.8 percent li.A.C.

Figure 29.- Kaneuvering longitudinal stability characteristics in the
clean condition; norral rated power. C-5kD airplane.

NACA RM No. L7L17a

(b) Center of gravity at 23.6 percent li.A.C.
Figure 29.- Continued.

• • •
• • •

: . '•: NACA RM No. L7Ll7a

(c) Center of gravity at 27.8 percent t.A.C.
Figure 29.- Concluded.

• • •

NACA RM No. L7L17a

• • •
••••

* ••••
••••

•

• • •
•

(a) Center of grarity at 16.7 percent K.A.C.

Figure 30.- Maneuvering longitudinal stability characteristics in the
clean condition with engines idling. C-5UD airplane.

• •• ■

NACA RM No. L7L17a

(b) Center of gravity at 23.5 percent V.A.C.
Figure 30.- Continued.

NACA RM No. L7L17a

(o) Center- of gravity at 27.8 percent H.A.C.
Figure 30.- Conaluded.

*■•«

NACA RM No. L7Ll7a

(a) Center of gravity at 1S.0 percent K.A.C.

Figure 51.- Maneuvering longitudinal stability characteristics ia the wave-
off condition. Flaps full down; gear down; normal rated power. Q-ShU
airplane.

»

NACA RM No. L7L17a

• • •

• • •
••••

(b) Center of gravity at 26.7 percent W..A..C.

Figure 31.- Continued.

NACA RM No. L7L17a

> • •
••••

• ••••
••• •

• • •

•« •
• • •
•

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(a) Canter of gravity at 19.8 percent K.A.C.

Figure 32.- Maneuvering longitudinal stability characteristics in the approach
condition. Flaps 20°; gear down; poser 20 in. Hg; 2560 rpm. C-5UD airplane.

NACA RM No. L7Ll7a

• a •

• • •
• •••

(b) Center of gravity at 25.7 percent M.A.C.

Figure 32.-' Continued.

% ' ' . ! NACA RM No. L7L17a

t

»••• ••••

• • • • •

• ■ • * ■

■ • • •••»•

[*.) Clwx ooodltion^ noratJ. ntod prtror,
Figure 53.- Klswtor-tria-tab effeotlTsnwis. c— 5UD airplane.

• • • • • • •

• » • • • •

• • •••• • • • *

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(b) Clean oonditlonf engines idling,
Figure 33.- Concluded,

■ • • " ♦ •
■ • • • • •

Figure 34,- Variation of olentor trim tali angla for loro stick foro« in
straight flight with normal foroe oosffioiont. C-SI4 11 air plans.

• ■ « • • • •

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Figure 34,- Concluded,

NACA RM No. L7Ll7a

Time, sec

Tigart 3b.- Tine history of a partial power approach and landing C-5±D alrpler.e.
Center af fraTitr art 19.8 percent Jt.JL.O.

NACA EM No. L7L17a

INDEX

Subject Number

Airplanes - Specific Types 1.7.1.2

Stability, Longitudinal -^Static 1.8.1.1.1

Stability, Lateral - Static 1.8.1.1.2

Stability, Directional - Static 1.8.1.1.3

Stability, Longitudinal — Dynamic 1.8.1.2.1

.Stability — Lateral and Directional — Dynamic 1.8.1.2.2

Controls, Longitudinal 1.8.2.1

Controls, Lateral 1.8.2.2

Controls, Directional l~ 1.8.2.3

Flying Qualities' 1.8.5

ABSTRACT

This paper contains a summary of the results of the C— 5to program
to determine the necessity of new or revised handling—qualities require-
ments for large aircraft in precision flying and presents the measured
data for the handling qualities with a discussion limited to pointing
out the airplane's deficiencies.

1